Covering structure having automatic coupling system

ABSTRACT

A tonneau system for a cargo box of a vehicle having a support frame connectable to the cargo box. A cover spans the support frame and is positionable between a tensioned position and an untensioned position. A pivot block is mounted to the support frame, while the cover is coupled to a rear bracket member. The rear bracket member carries the cover and pivotally engages the pivot block such that the rear bracket member rotates between a raised position and a lowered position. The rear bracket member can be automatically locked in the lowered position.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. patent applicationSer. No. 11/227,019 filed on Sep. 15, 2005, which is a continuation ofU.S. patent application Ser. No. 10/826,079 filed on Apr. 16, 2004. Thedisclosures of the above applications are incorporated herein byreference.

FIELD OF THE INVENTION

The present invention generally relates to coverings for pickup trucksand, more particularly, relates to a roll up tonneau cover system.

BACKGROUND OF THE INVENTION

Tonneau covers have been used for a number of years to cover the cargobox of pickup trucks against dirt, debris, and other environmentalcontaminants and to improve the aesthetic quality thereof. Currenttonneau covers often employ a VELCRO® hook-and-loop fastening systemoperably coupled between a soft tarp of the tonneau cover and thesidewalls of the cargo box of the pickup truck. This arrangement permitsthe tarp to be coupled to the cargo box to conceal the contents thereofor, alternatively, to be rolled up to reveal the contents of the cargobox of the pickup truck. The VELCRO® has disadvantages of wearing overtime, pulling, and not allowing the fabric to move freely, which mayresult in a puckered and wrinkled appearance.

A series of bows are typically coupled to the tarp and span the width ofthe cargo box. These bows serve to support and minimize accumulation ofdirt, debris, and other environmental contaminants from collecting ontop of the tarp. When the tarp is rolled up, these bows are oftenenclosed within the tarp bundle.

Typically, these bows are cylindrical in cross-section and the endsthereof rest upon rails fixed to longitudinal sidewalls of the cargo boxof the pickup truck. However, often times these bows fail to minimizethe lifting action caused by aerodynamic forces during vehicle travel.That is, conventional soft or roll-up type tonneau covers often sufferfrom flapping at highway speeds, which can lead to premature failure.

Accordingly, there exists a need in the relevant art to provide atonneau cover system capable of overcoming the aerodynamic liftingforces caused during vehicle travel. Additionally, there exists a needin the relevant art to provide a tonneau cover system capable ofreliably coupling the tonneau cover to the vehicle at variouslongitudinal locations. Still further, there exists a need in therelevant art to provide a tonneau cover system capable of overcoming thedisadvantages of the prior art.

SUMMARY OF THE INVENTION

According to the principles of the present invention, a tonneau systemfor a cargo box of a vehicle having an advantageous construction isprovided. The tonneau cover system a support frame connectable to thecargo box. A cover spans the support frame and is positionable between atensioned position and an untensioned position. A pivot block is mountedto the support frame, while the cover is coupled to a rear bracketmember. The rear bracket member carries the cover and pivotally engagesthe pivot block such that the rear bracket member rotates between araised position and a lowered position. The rear bracket member can beautomatically locked in the lowered position.

Further areas of applicability of the present invention will becomeapparent from the detailed description provided hereinafter. It shouldbe understood that the detailed description and specific examples, whileindicating the preferred embodiment of the invention, are intended forpurposes of illustration only and are not intended to limit the scope ofthe invention.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will become more fully understood from thedetailed description and the accompanying drawings, wherein:

FIG. 1 is a perspective view illustrating a pickup truck having atonneau cover system according to the principles of the presentinvention;

FIG. 2 is a perspective view illustrating the pickup truck having thetonneau cover system according to the principles of the presentinvention with portions removed for clarity;

FIG. 3 is a cross sectional view illustrating the head rail assemblytaken along line 3-3 of FIG. 1;

FIG. 4 is an enlarged perspective view illustrating the adjustment beammechanism;

FIG. 5 is an enlarge perspective view illustrating the rear frame railassembly;

FIG. 6 is a perspective view illustrating the pickup truck having thetonneau cover system with portions removed for clarity and the rearframe rail assembly in a raised position;

FIG. 7 is an enlarged perspective view illustrating the bow member andretaining bracket;

FIG. 8 is a side view illustrating the bow member and retaining blockmember in a released position;

FIG. 9 is a side view illustrating the bow member and retaining blockmember in a retained position;

FIG. 10 is an enlarged perspective view illustrating the retaining blockmember;

FIG. 11 is an enlarged perspective view illustrating the bow member inthe retained position;

FIG. 12 is an enlarged perspective view illustrating the bow member inthe released position;

FIG. 13 is a cross section view illustrating the tonneau cover system ofthe present invention in the retained position employing a retainingbracket;

FIG. 14 is a cross section view illustrating the tonneau cover system ofthe present invention in the released position employing a retainingblock member;

FIG. 15 is a perspective view illustrating a rear frame assemblyaccording to another embodiment;

FIG. 16 is a perspective view illustrating a latching assembly;

FIG. 17 is a side view illustrating the latching assembly;

FIG. 18 is a side view illustrating a rear bracket member and a pivotblock in an initial position;

FIG. 19 is a side view illustrating the rear bracket member and thepivot block in a down and locked position;

FIG. 20 is an exploded perspective view illustrating the rear frameassembly of FIG. 15; and

FIG. 21 is a side view illustrating the rear bracket member, pivotblock, and locking pawl system in a down and locked position.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The following description of the preferred embodiments is merelyexemplary in nature and is in no way intended to limit the invention,its application, or uses.

With reference to FIGS. 1 and 2, a pickup truck 10 is shown having aroll up tonneau system 12 which is attached to a cargo box 13 accordingto the present invention. Cargo box 13 has a front wall 14, a leftsidewall 16, a right sidewall 18, and a rear wall or tailgate 20. Rollup tonneau system 12 includes a flexible, stretchable fabric cover 22that is drawn tightly over a substantially rigid rail support system 24and removably attached to rail support system 24. Rail support system 24is comprised of a number of frame rails that are attached to one anotherto form a rectangular frame. The frame rails included are a front framerail or head rail assembly 26, a left side frame rail assembly 28, aright side frame rail assembly 30, and a rear frame rail assembly 32.Rail support system 24 is aligned with and coupled to the top ofsidewalls 16 and 18 of cargo box 13 as well as the top of front wall 14and tailgate 20, according to one of many methods. A clamping system orfastening system may be used to fasten the rail assemblies 26, 28, 30,and 32 to the sidewalls 16 and 18 of pickup truck 10. An example of aclamping system can be found in commonly-assigned U.S. patentapplication Ser. No. 10/331,711, entitled “Roll Up Tonneau CoverSystem.” The disclosure of this application is incorporated herein byreference. Stretchable fabric cover 22 is support cross-vehicle via aplurality of cross bows 301, which each selectively engage correspondingretaining members coupled to left side frame rail assembly 28 and rightside frame rail assembly 30, which will be discussed in detail below.

It should be understood that right sidewall 18 and left sidewall 16 ofpickup truck 10 and the corresponding right side frame rail assembly 30and left side frame rail assembly 28 are identical in construction, yetarranged in mirrored symmetry. Accordingly, in the interest of brevity,only one side will be discussed in detail below unless noted otherwise.

Still referring to FIGS. 1 and 2, right side frame rail assembly 30 iscoupled to right sidewall 18 of cargo box 13 of pickup truck 10. As canbe seen, sidewall 18 of cargo box 13 includes a generally horizontal topsurface 34 and a downwardly extending inside wall 36. However, it shouldbe appreciated that generally horizontal top surface 34 and downwardlyextending inside wall 36 may have any one of a number of configurations,which are dependent upon styling and functionality determined by thevehicle manufacturer. Hence, it should be understood that the particularshape of these surfaces/walls may vary, along with the specific shape ofthose corresponding components of frame rail assembly 30.

Turning now to FIG. 3, head rail assembly 26 will now be described indetail. As can be seen in the figure, head rail assembly 26 generallyincludes an extruded front bracket member 40. Extruded front bracketmember 40 is preferably made of a light-weight, corrosion resistantmaterial, such as aluminum. Extruded front bracket member 40 includes agasket channel 42 extending longitudinally along a forward portion 44 ofextruded front bracket member 40. Gasket channel 42 is sized to receivea corresponding channel feature 46 of a flexible gasket member 48 suchthat flexible gasket member 48 is coupled with and supported by extrudedfront bracket member 40. Gasket member 48 is positionable such that itengages and forms a fluid seal between a nose portion 50 of gasketmember 48 and front wall 14 of pickup truck 10. In this regard, waterand other environmental contaminants are prevented from entering cargobox 13 of pickup truck 10. During assembly, channel feature 46 offlexible gasket member 48 is slid into gasket channel 42.

Extruded front bracket member 40 further includes cover retaining slot52 extending longitudinally along forward portion 44 of extruded frontbracket member 40. Cover retaining slot 52 is sized to receive acorresponding rod member 54. Preferably, rod member 54 is receivedwithin a channel 56 sewn or otherwise formed in stretchable fabric cover22. In this regard, stretchable fabric cover 22 is reliably retained inconnection with extruded front bracket member 40. During assembly, rodmember 54 is first slid into channel 56 of stretchable fabric cover 22and the two are slid into cover retaining slot 52.

Still referring to FIG. 3, extruded front bracket member 40 furtherincludes a tip support 60 extending along forward portion 44. Tipsupport 60 is adapted to be received between a fold-back portion 62 ofstretchable fabric cover 22 and provides support to stretchable fabriccover 22. Tip support 60 permits stretchable fabric cover 22 to extendforward from extruded front bracket member 40 to bridge a gap betweenextruded front bracket member 40 and front wall 14 and to furtherconceal gasket member 48. Tip support 60 may be received within asupport channel 64 formed in extruded front bracket member 40. However,it should also be understood that tip support 60 may be integrallyformed with extruded front bracket member 40 or may be part of aseparate polymer extrusion to which the stretchable fabric cover 22 issewn. This extrusion would be slidably engaged with bracket member 40.

Referring now to FIGS. 3 and 4, tonneau system 12 further includes anadjustment beam mechanism 100 engagable with extruded front bracketmember 40. Adjustment beam mechanism 100 is provided for maintaining aconstant tensional force on stretchable fabric cover 22 to a desiredtightness. Adjustment beam mechanism 100 includes a cantilever beammember 102 having a first end 104 and a second end 106. First end 104 ofcantilever beam member 102 is fixedly mounted to extruded front bracketmember 40 via conventional fasteners 109 and a mounting bracket 110.Mounting bracket 110 is slidably engaged in slot 112 of extruded frontbracket member 40. Mounting bracket 110 is preferably sized to permitsimple positioning of mounting bracket 110 and cantilever beam member102 relative to extruded front bracket member 40 when the fasteners areloosened. However, on the other hand, mounting bracket 110 shouldpreferably frictionally engage flanges 114 when the fasteners aretightened.

As best seen in FIGS. 2-4, adjustment beam mechanism 100 furtherincludes a finger member 120, which is operably coupled to frame railassembly 30. Finger member 120 is sized to extend upward from frameassembly 30 in a generally L-shaped configuration. An end 122 of fingermember 120 is engagable with second end 106 of cantilever beam member102. Such engagement of finger member 120 against the biasing force ofcantilever beam member 102 cause extruded front bracket member 40 to beurged forward (relative to the vehicle) to draw stretchable fabric cover22 tightly over rail support system 24.

It should be understood that cantilever beam member 102 may be pre-bentto tailor a desired biasing force. It is generally desired thatadjustment beam mechanism 100 is disposed on each side of the vehiclebed to provide equal tensioning thereabout. Specifically, it is desiredthat adjustment beam mechanism 100 is arranged to provide about 15 to 10pounds of tensioning force on each side.

Turning now to FIG. 5, rear frame rail assembly 32 will be described indetail. Rear frame rail assembly 32 generally includes an extruded rearbracket member 200. Rear bracket member 200 is similar in constructionto front bracket member 40; however, rear bracket member 200 includes arounded bull nose portion 202. Rear bracket member 200 further includesa receiving channel 56′ for receiving rod member 54 coupled to fabriccover 22 similarly as mentioned above. Rear frame rail assembly 32 stillfurther includes a latching system, such as that described incommonly-assigned U.S. patent application Ser. No. 10/331,711, entitled“Roll Up Tonneau Cover System.”

With continued reference to FIG. 5, rounded bull nose portion 202 ofrear bracket member 200 is sized to be pivotally received within aconcave portion 204 of a corresponding rear pivot block 206. In thisregard, rear frame rail assembly 32 may pivot upward about the interfacebetween rounded bull nose portion 202 and concave portion 204 into araised position (see FIG. 6). In this raised position, the tension infabric cover 22 is released. However, in a lowered position, the tensionis then again exerted upon fabric cover 22 according to the biasingforce of adjustment beam mechanism 100. Rear pivot block 206 is fixedlycoupled to frame rail assembly 30 via conventional means, such asfasteners. It should be appreciated that as rear bracket member 200 islowered into a down position, fabric cover 22 is drawn rearward againstthe biasing force of adjustment beam mechanism 100. During thisoperation, fabric cover 22 is translated rearward a predetermineddistance. This translation distance will be used to affect additionalretaining features that will be described in detail below. During anopposing operation, the raising or pivoting of rear bracket member 200causes the tension in fabric cover 22 to be released, which causesfabric cover 22 to translate forward in response to the biasing forcesof adjustment beam mechanism 100.

Still referring to FIG. 5, rear bracket member 200 further includes astrip member 212 extending along rearward portion 210. Strip member 212is adapted to be sewn into fabric cover 22 and provides support tostretchable fabric cover 22. Strip member 212 may be received within asupport channel 214 formed in rear bracket member 200. However, itshould also be understood that strip member 212 may be integrally formedwith rear bracket member 200.

With reference to FIGS. 15-22, an alternative rear frame assembly andlatch system 500 will be described in detail. Rear frame rail and latchsystem 500 generally comprises an extruded rear bracket member 510, alatching assembly 512, and frame rail assembly 30. Rear bracket member510 is similar in construction to rear bracket member 200 and frontbracket member 400 except for the features that will be describedherein. Rear bracket member 510 and latching assembly 512 work togetherto define a system that captures and retains rear bracket member 510relative to latching assembly 512, yet permits lateral movement of rearbracket member 510 relative to latching assembly 512.

With particular reference to FIGS. 15 and 17-20, rear bracket member 510is illustrated being made of a light-weight, corrosion resistantmaterial, such as aluminum. Rear bracket member 510 generally comprisesa top face 514, a bottom face 516, an interconnecting inclined face 518disposed between top face 514 and bottom face 516, and a latching face520. Top face 514 is generally disposed in planar relationship with atop section of latching assembly 512, which will be described herein.Bottom face 516 is disposed parallel to, but spaced offset from, a topportion of tailgate 20. It is anticipated that stretchable fabric cover22 will extend along top face 514, down inclined face 518, and terminateat an intersection of inclined face 518 and bottom face 516. To thisend, a cover retaining slot 522 extends longitudinally along an edge ofrear bracket member 510. Cover retaining slot 522 is sized to receive acorresponding rod member 54. Preferably, rod member 54 is receivedwithin a channel 56 sewn or otherwise formed in stretchable fabric cover22. In this regard, stretchable fabric cover 22 is reliably retained inconnection with rear bracket member 510. During assembly, rod member 54is first slid into channel 56 of stretchable fabric cover 22 and the twoare slid into cover retaining slot 522.

A seal groove 524 is disposed adjacent cover retaining slot 522 forreceiving a seal member 526 therein. Seal member 526 is adapted tosealingly engage and/or contact a top surface of tailgate 20. Sealmember 526 may have any cross-sectional shape that is conducive tosealingly engage the top surface of tailgate 20.

A slidenut channel 528 is disposed along bottom face 516. Slidenutchannel 528 is provided for coupling additional accessories, such asadditional seals and/or coverings to rear bracket member 510 using aconventional fastener and sliding nut arrangement. In other words, a nut(not shown) may be slidably disposed within slidenut channel 528 suchthat the nut is retained by flanges 530 (FIG. 20) of slidenut channel528. A fastener (not shown) can be used to couple an accessory to thenut in a predetermined position. Alternatively, an accessory can beprovided having a complimentary engaging feature that can be slid withinslidenut channel 528. Rear bracket member 510 may further comprise anupwardly turned hook member 532 extending from top face 514, which willbe described herein.

Referring now to FIGS. 16-21, latching assembly 512 comprises astanchion 534, a pivot block 536, and a latch member 538. Stanchion 534may be injection molded and may include a pair of upwardly extending legmembers 540 extending from a base member 542. Base member 542 cancomprise a flange rail system 544 that is sized to be slidingly engagedwithin a corresponding channel 546 (FIG. 20) formed in side frame railassembly 30. Accordingly, stanchion 534 can be slid within channel 546to a predetermined position and retained in this predetermined positionusing a conventional fastener and/or slidenut system.

Each leg member 40 of stanchion 534 comprises an aperture 548 formedtherethrough coaxially aligned with each other. Apertures 548 are sizedto slidably receive a guide member or bolt 550 therethrough. Guidemember 550 may include a fastener (not shown) disposed on an end 552 ofguide member 550 to permit sliding movement of guide member 550 relativeto stanchion 534 but resist disengagement of guide member 550 fromstanchion 534. An opposing end 554 of guide member 550 may be fixedlycoupled with pivot block 536. A spring member 558 may be disposed abouta section of guide member 550 between stanchion 534 and pivot block 536.A first end 560 of spring member 558 may be received within a counterbore 562 formed about aperture 548 within one of the leg members 540 ofstanchion 534. An opposing end 563 of spring member 558 may engage pivotblock 536 to urge pivot block 536 away from stanchion 534. In operation,spring member 558 may, at least in part, urge rear bracket member 510away from head rail assembly 26, thereby tightly drawing stretchablefabric cover 22.

As seen in FIG. 20, pivot block 536 comprises a flange rail system 564that is sized to be sligingly engaged within corresponding channel 546formed inside frame rail assembly 30. Accordingly, pivot block 536 canbe slid within channel 546 in response to the urging force exerted byspring member 558. In other words, in some embodiments, pivot block 536can freely slide within channel 546 as needed. In some embodiments,pivot block 536 may comprise a slidenut channel 565 that is sized toreceive a nut (not shown) therein such that the nut may be coupled witha fastener (not shown) to fixedly mount pivot block 536 within channel546.

Pivot block 536 further comprises a downwardly turned hook member 566extending from a top face 568. Downwardly turned hook member 566 issized and shaped to engage and receive upwardly turned hook member 532of rear bracket member 510. As can be seen in FIGS. 18 and 19, a distalend 570 of upwardly turned hook member 532 can be captured by a distalend 572 of downwardly turned hook member 566 as rear bracket member 510is rotated into a down and locked position (FIG. 19). Additionally, abull nose portion 574 of upwardly turned hook member 532 can engage andride along a concave portion 576 of downwardly turned hook member 566 toprovide a smooth transition between the initial insertion position (FIG.18) and the down and locked position (FIG. 19). It should be appreciatedthat the interconnection of downwardly turned hook member 566 andupwardly turned hook member 532 provides a positive and fixed positionbetween rear bracket member 510 and pivot block 536 in a fore-aftdirection of pickup truck 10, yet permits lateral movement of rearbracket member 510 relative to pivot block 536 in the cross-vehicledirection. This encourages proper alignment of tonneau system 12.

To retain rear bracket member 510 in the down and latched position, alocking pawl system 578 is provided having a latch pawl 580 selectivelyengageable with a latch feature 582 (FIG. 17) formed in rear bracketmember 510. As seen in FIG. 16, latch pawl 580 comprises a pawl face584, a pair of leg members 586 extending from pawl face 584, latch pawl580 extending from pawl face 584, and an extension arm 590 extendingfrom pawl face 584 and terminating at a finger portion 592. Latch pawl580 is adapted to be pivoted about an axis 594 extending through legmembers 586 and an aperture 596 (FIG. 20) formed in pivot block 536.Latch pawl 580 may be spring biased into a locked position. Latch pawl580 is sized to be received within latch feature 582. In someembodiments, latch feature 582 may comprise a ledge or other cut-out 598(FIG. 18) operable to engage latch pawl 580 when in a locked position.Alternatively, such arrangement would permit free rotation of rearbracket member 510 relative to pivot block 536 when latch pawl 580 isdisengaged from latch feature 582.

In operation, rear bracket member 510, having stretchable fabric cover22 disposed thereabout and retained by rod member 54 and cover retainingslot 522, can be lifted to reveal cargo box 13 of pick-up truck 10.However, to retain and lock rear bracket member 510 in a down and lockedposition, rear bracket member 510 is first engaged with pivot block 536such that upwardly turned hook member 532 of rear bracket member 510 isreceived with downwardly turned hook member 566 of pivot block 536 (FIG.18). Rear bracket member 510 is then pivoted downwardly such that topface 514 of rear bracket member 510 is generally planar with top face568 of pivot block 536. As rear bracket member 510 pivots about pivotblock 536, latch pawl 580 can engage and ride along a curved portion 600(FIG. 18) of latching face 520 of rear bracket member 510. In thisregard, latch pawl 580 will cam along curved portion 600 until beingreceived within latch feature 582, thereby latching rear bracket member510 relative to pivot block 536. Alternatively, finger portion 592 maybe depressed such that latch feature 582 is rotated about axis 594,thereby retracting latch pawl 580 from contact with latching face 520 ofrear bracket member 510. In this regard, rear bracket member 510 can berotated downward into the down position and finger portion 592 can bereleased to urge latch pawl 580 into locking engagement with latchfeature 582.

Turning now to FIGS. 6 and 7, it can be seen that tonneau system 12further includes a retaining system 300 for retaining sections of fabriccover 22 located between head rail assembly 26 and rear frame railassembly 32. As best seen in FIG. 6, retaining system 300 includes aplurality of cross vehicle bow members 301 operably coupled with fabriccover 22 and engaging retaining brackets 302 fixedly coupled to framerail assembly 28, 30. Retaining brackets 302 may be of any shape ordesign; however, two possible configurations will be discussed herein.

With reference to FIGS. 6 and 7, retaining bracket 302 is illustrated asa generally sheet-like member shaped to define a generally planarsection 304 and a receiving section 306. Planar section 304 is disposedadjacent frame rail assembly 28, 30 and fastened thereto viaconventional means, such as fasteners. Receiving section 306, however,is shaped to receive a corresponding portion of vehicle bow member 301.That is, in the embodiment illustrated in FIGS. 6 and 7, vehicle bowmember 301 is generally cylindrical in cross-section. Accordingly,receiving section 306 is generally cylindrical, concave in shape toreadily receive and retaining vehicle bow member 301 therein. Receivingsection 306 extends upward to an end 308, which is positioned relativeto vehicle bow member 301 to generally prevent vehicle bow member 301from disengaging with retaining bracket 302 in a vertical direction.

Vehicle bow member 301 is generally cylindrical in cross-section.Vehicle bow member 301 may define an enclosed tubular member or may beconstructed of rolled aluminum, or other material. Preferably, vehiclebow member 301 further includes an optional paddle-shaped bow end 310extending outwardly from vehicle bow member 301. Paddle-shaped bow end310 overlaps a portion of frame rail assembly 28, 30. Paddle-shaped bowend 310 serves to push outwardly in a lateral direction (in thecross-vehicle direction) keeping the stretchable fabric cover 22 taunt.Paddle-shaped bow end 310 further biases the periphery of stretchablefabric cover 22 down to seal against frame rail assembly 28, 30. Framerail assembly 28, 30 have alternating high and low sections that act asa labyrinthian seal.

Alternatively, as seen in FIGS. 8-12, retaining bracket 302 may be madeas a block member, generally indicated at 302′. Retaining block member302′ is preferably made of a Nylon or other plastic material and isinjection molded. Retaining block member 302′ is preferably fastened toframe rail assembly 28, 30 via a fastener 303 extending through anaperture 350 formed in retaining block member 302′. Fastener 303 engagesa sliding bracket 305 received within frame rail assembly 28, 30.Retaining block member 302′ further includes a tab member 352 that issized to be slidably received within a channel 354 of frame railassembly 28, 30. Tab member 352 and channel 354 cooperate to prevent, orat least, minimize rotation of retaining block member 302′ to ensureproper positioning of retaining block member 302′. Retaining blockmember 302′ further includes a receiving section 356, which is shaped toreceive a corresponding portion of vehicle bow member 301. That is, inthe embodiment illustrated in FIGS. 8-12, vehicle bow member 301 isgenerally cylindrical in cross-section. Accordingly, receiving section356 is generally cylindrical, concave in shape to readily receive andretaining vehicle bow member 301 therein. Receiving section 356 extendsupward to an end 358, which is positioned relative to vehicle bow member301 to generally prevent vehicle bow member 301 from disengaging fromretaining block member 302′ in a vertical direction. More particularly,as seen in FIG. 10, end 358 may terminate at a single finger 360, ifdesired.

Turning now to FIGS. 13 and 14, it can be seen that vehicle bow member301 is engaged and retained within receiving section 356 when rearbracket member 200 is lowered (see FIG. 13), while conversely vehiclebow member 301 is released and free to be raised when bracket member 200is raised (see FIG. 14). It is worth noting that this operating isillustrated in FIGS. 13 and 14 in connection with retaining bracket 302and retaining block member 302′.

As best seen in FIGS. 8 and 9, vehicle bow member 301 is coupled tofabric cover 22 through a coupling system 400. Coupling system 400includes a rod or cord member 402 slidably received within a bow channel404 extending longitudinally through vehicle bow member 301. Cord member402 captures a portion 406 of fabric cover 22 simply by routing fabriccover 22 around cord member 402. The shape of bow channel 404 retainingcord member 402 therein, thereby preventing fabric cover 22 fromdisengaging from vehicle bow member 301. Most preferably, portion 406 offabric cover 22 is sewn into fabric cover 22 to prevent migration offabric cover 22 relative to cord member 402. It should be understoodthat this positive coupling of fabric cover 22 to vehicle bow member 301(and the corresponding coupling of vehicle bow member 301 to eitherretaining bracket 302 or retaining block member 302′) serves to retainand prevent rising of fabric cover 22 during vehicle travel.

The description of the invention is merely exemplary in nature and,thus, variations that do not depart from the gist of the invention areintended to be within the scope of the invention. Such variations arenot to be regarded as a departure from the spirit and scope of theinvention.

1. A method of locking a cover of a vehicle, said method comprising:providing a cover spanning at least a portion of a frame, said framehaving a pivot block; coupling said cover to a bracket member; engagingand rotating said bracket member relative to said pivot block from afirst position to a second position; and releasably locking said bracketmember relative to said pivot block when said bracket member is in saidsecond position.
 2. The method according to claim 1 wherein saidreleasably locking said bracket member relative to said pivot blockcomprises: providing a locking pawl system rotatably coupled to saidpivot block, said locking pawl system positionable between a retractedposition and an extended position; urging said locking pawl system intosaid retracted position while said engaging and rotating said bracketmember relative to said pivot block from said first position to saidsecond position; and positioning said locking pawl system in saidextended position to engage and retain said bracket member relative tosaid pivot block.
 3. The method according to claim 2 wherein saidproviding a locking pawl system comprises: providing a locking pawlsystem having pawl extending from a pawl face and an extension armextending from said pawl face, said extension arm terminating at afinger portion.
 4. The method according to claim 2, further comprising:applying a biasing force to said locking pawl system to urge saidlocking pawl system into said extended position
 5. The method accordingto claim 1 wherein said engaging and rotating said bracket memberrelative to said pivot block from said first position to said secondposition is completed such that said rotating applies a tensioning forceto said cover translating said cover in a first direction and causing abow member of said cover to engage a retaining member of said frame. 6.The method according to claim 1, further comprising: providing astanchion member coupled to said frame; and providing a biasing memberbetween said stanchion member and said pivot block, said pivot blockbeing free to translate along said frame, said biasing member urgingsaid pivot block away from said stanchion member.
 7. The methodaccording to claim 1 wherein said engaging and rotating said bracketmember relative to said pivot block from said first position to saidsecond position further comprises permitting cross-vehicle translationof said bracket member relative to said pivot block while inhibitingfore-aft vehicle translation.
 8. The method according to claim 1 whereinsaid engaging and rotating said bracket member relative to said pivotblock from said first position to said second position comprises:providing a downwardly turned hook member on said pivot block; providingan upwardly turned hook member on said bracket member; and engaging saidupwardly turned hook member of said bracket member with said downwardlyturned hook member of said pivot block and rotating said bracket memberrelative to said pivot block from said first position to said secondposition.
 9. A method of locking a cover of a vehicle, said methodcomprising: coupling a cover to a bracket member; slidably coupling apivot block to the vehicle; engaging said bracket member to said pivotblock and rotating said bracket member relative to said pivot block froma raised position to a lowered position; and automatically locking saidbracket member relative to said pivot block when said bracket member isin said lowered position.
 10. The method according to claim 9 whereinsaid automatically locking said bracket member relative to said pivotblock comprises: providing a locking pawl system rotatably coupled tosaid pivot block, said locking pawl system positionable between aretracted position and an extended position; urging said locking pawlsystem into said retracted position during said engaging said bracketmember to said pivot block and rotating said bracket member relative tosaid pivot block from said raised position to said lowered position; andpositioning said locking pawl system in said extended position to engageand retain said bracket member relative to said pivot block.
 11. Themethod according to claim 10 wherein said providing a locking pawlsystem comprises: providing a locking pawl system having pawl extendingfrom a pawl face and an extension arm extending from said pawl face,said extension arm terminating at a finger portion.
 12. The methodaccording to claim 10, further comprising: applying a biasing force tosaid locking pawl system to urge said locking pawl system into saidextended position
 13. The method according to claim 9 wherein saidengaging said bracket member to said pivot block and rotating saidbracket member relative to said pivot block from said raised position tosaid lowered position is completed such that said rotating applies atensioning force to said cover translating said cover in a firstdirection and causing a bow member of said cover to engage a retainingmember of said frame.
 14. The method according to claim 9, furthercomprising: providing a stanchion member coupled to the vehicle; andproviding a biasing member between said stanchion member and said pivotblock, said pivot block being free to translate in a fore-aft directionalong the vehicle, said biasing member urging said pivot block away fromsaid stanchion member.
 15. The method according to claim 9 wherein saidengaging said bracket member to said pivot block and rotating saidbracket member relative to said pivot block from said raised position tosaid lowered position further comprises permitting cross-vehicletranslation of said bracket member relative to said pivot block whileinhibiting fore-aft vehicle translation.
 16. The method according toclaim 9 wherein said engaging said bracket member to said pivot blockand rotating said bracket member relative to said pivot block from saidraised position to said lowered position comprises: providing adownwardly turned hook member on said pivot block; providing an upwardlyturned hook member on said bracket member; and engaging said upwardlyturned hook member of said bracket member with said downwardly turnedhook member of said pivot block and rotating said bracket memberrelative to said pivot block from said raised position to said loweredposition.